Remote initialization system for a vehicle system

ABSTRACT

A remote initialization system and method for a vehicle system receive trip data for an upcoming trip at an off-board device. Using the off-board device, the trip data is communicated to the different back-office systems, and one or more of mandatory directives or software configuration requirements are received at the off-board device from the different back-office systems. An initialization data set that includes at least some of the trip data and at least some of the one or more of the mandatory directives or the software configuration requirements is communicated from the off-board device to an onboard controller of the vehicle system. The initialization data set is configured to be used by the onboard controller to control movement of the vehicle system in the different sets of the routes.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to U.S. patent application Ser. No.63/077,262, which was filed on 11 Sep. 2020, and the entire disclosureof which is incorporated herein by reference.

BACKGROUND Technical Field

The subject matter described herein relates to systems that initializevehicle systems for travel by ensuring that the data used by the vehiclesystems for travel is complete and current.

Discussion of Art

Certain vehicle systems may require data concerning upcoming travel toallow the vehicles to safely complete travel. For example, some railvehicle systems that travel using a positive train control (PTC) systemmay require initialization of an onboard segment of the PTC system. Thisinitialization can involve ensuring that the onboard segment has themandatory directives applicable to upcoming travel of the vehiclesystem, ensuring that the onboard segment has the correct software andsoftware configuration for communicating with the off-board segments ofthe PTC system, and so on.

Initialization of the onboard segment and review of mandatory directivesby a crew member onboard the vehicle system can be a lengthy process.The crew member may be required to log in with credentials, select theroutes over which the vehicle system will travel for an upcoming trip,establish a unique identification or identifier for each section ofroutes (e.g., railroad) that the vehicle system will travel through,review the contents or makeup of the vehicle system, review mandatorydirectives (e.g., bulletins and authorities) for each area over whichthe vehicle system will travel, and the like.

Currently, this initialization is all accomplished using a relativelysmall display (e.g., 640×480 pixels) with eight software programmablekeys onboard the vehicle system. Additionally, if the mandatorydirectives to be reviewed are not already stored by the onboard segment,the mandatory directives may need to be communicated in wirelessmessages over a wireless network, if available, or via cellular or 220MHz radio. This can take a significant amount of time as the number ofmandatory directives reaches an upper limit (e.g., the maximum alloweddirectives). Lengthy initialization processes can contribute to delaysin vehicle system departures and a decrease in the average velocity forseveral vehicle systems.

BRIEF DESCRIPTION

In one embodiment, a method includes receiving trip data for an upcomingtrip of a vehicle system at an off-board device. The trip data includesinformation related to travel of the vehicle system within differentsets of routes where the travel of the vehicle system within thedifferent sets of the routes is restricted or controlled by differentback-office systems. The method includes communicating (using theoff-board device) the trip data to the different back-office systems,receiving one or more of mandatory directives or software configurationrequirements at the off-board device from the different back-officesystems responsive to communicating the trip data to the differentback-office systems, and communicating an initialization data set thatincludes at least some of the trip data and at least some of the one ormore of the mandatory directives or the software configurationrequirements from the off-board device to an onboard controller of thevehicle system. The initialization data set may be used by the onboardcontroller to control movement of the vehicle system in the differentsets of the routes.

In one embodiment, a system includes an off-board computer device thatmay receive trip data for an upcoming trip of a vehicle system while theoff-board computer device is off-board the vehicle system. The trip datamay include information related to travel of the vehicle system withindifferent sets of routes where the travel of the vehicle system withinthe different sets of the routes may be restricted or controlled by acorresponding different back-office system. The off-board computerdevice may communicate the trip data to the different back-officesystems and to receive one or more of mandatory directives or softwareconfiguration requirements from the different back-office systemsresponsive to communicating the trip data to the different back-officesystems. The off-board computer device is configured to communicate aninitialization data set that includes at least some of the trip data andat least some of the one or more of the mandatory directives or thesoftware configuration requirements to an onboard controller of thevehicle system. The initialization data set is configured to be used bythe onboard controller to control movement of the vehicle system in thedifferent sets of the routes.

In one embodiment, a method includes receiving trip data for an upcomingtrip of a vehicle system at an off-board device. The trip data includesinformation related to travel of the vehicle system within differentsets of routes where the travel of the vehicle system within each of thedifferent sets of the routes is restricted or controlled by a differentback-office system. The method includes communicating, using theoff-board the device, the trip data to the different back-office systemsand receiving mandatory directives and software configurationrequirements at the off-board device from the different back-officesystems responsive to communicating the trip data to the differentback-office systems. At least two of the different back-office systemshave different software configuration requirements of the softwareconfiguration requirements. The method includes communicating aninitialization data set that includes at least some of the trip data,the mandatory directives, and the software configuration requirementsfrom the off-board device to an onboard controller of the vehiclesystem. The initialization data set is configured to be used by theonboard controller to control movement of the vehicle system in thedifferent sets of the routes.

BRIEF DESCRIPTION OF THE DRAWINGS

The inventive subject matter may be understood from reading thefollowing description of non-limiting embodiments, with reference to theattached drawings, wherein below:

FIG. 1 illustrates one example of an initialization system;

FIG. 2 illustrates a network of routes;

FIG. 3 illustrates one example of a vehicle that may be included in avehicle system shown in FIG. 1; and

FIGS. 4A and 4B illustrate a flowchart of one example of a method forinitializing data for a trip of a vehicle system and controllingmovement of the vehicle system using the initialization data.

DETAILED DESCRIPTION

Embodiments of the subject matter described herein relate toinitialization systems and methods. These systems and methods mayprovide a way for a controller, an operator or crew of operators of avehicle system (collectively, an “operator”) to accomplishinitialization and review of the data needed to complete upcoming travelof a vehicle system in an efficient way. The subject matter describedherein discloses one or more ways in which a computerized system mayoperate to reduce the time and effort needed to prepare the data neededfor travel. The systems and methods can be used by human operators toreview mandatory directives with a more efficient human-machineinterface and prior to sitting on a vehicle system that is otherwiseready to depart. The systems and methods may provide an efficienttransfer of mandatory directive data to the onboard components of thevehicle systems.

Some mandatory directives can be required restrictions or rules on thetravel of one or more vehicle systems. For example, a mandatorydirective can be a reduced speed limit (e.g., lower than a previouslyexisting or longstanding speed limit) for travel within a designatedroute segment, a prohibition on traveling on or entering a designatedroute segment, a required spacing between vehicle systems during travelon a designated route segment, a prohibition on certain cargo beingcarried by a vehicle system on a designated route segment, vehicleweight restrictions, and the like. In one embodiment relating to railtransport, suitable mandatory directives can be mandatory directives ofa PTC system. In an embodiment relating to automotive travel, themandatory directive may relate to a work zone, accident incident, or thelike, while others may relate to traffic volume, geographical locations(such as school zones, residential areas, etc.), and weather conditions.For human-operated vehicles (in vehicle or remotely) the directive maybe advisory or it may affect the vehicle controller directly.

Suitable vehicle control systems can be a positive vehicle controlsystem, a negative vehicle control system, or both a positive andnegative vehicle control system. A positive control system (e.g., thePTC system) prevents a vehicle system from entering into a routesegment, traveling above a designated speed limit, or the like, unless asignal is received by the vehicle system indicating that the vehiclesystem can enter into the route segment, travel faster than the speedlimit, etc. A negative control system allows a vehicle system to enterinto the route segment, traveling above the designated speed limit, orthe like, unless a signal is received by the vehicle system indicatingthat the vehicle system cannot enter into the route segment, cannottravel faster than the speed limit, etc. Some systems may selectivelyuse aspects of positive and negative control systems. Other suitablevehicle systems may use analogous terminology, such as a ‘no flycorridor’. Some vehicle control systems may use static limits andrestrictions, dynamic limits and restrictions, or a combination of bothstatic and dynamic limits and restrictions. In one example, a vehiclecontrol system may have a static limit based on an upper vehicle weight,and a dynamic limit based on vehicle speed. In another example, ageographic area may have a first limitation during one part of the dayand another, different, second limitation during a second part of theday.

In one embodiment, the initialization systems and methods can include orprovide a web-based application that can run on suitable hardwareselected based at least in part on end use parameters and requirements.Suitable examples of hardware may include one or more of a personal ordesktop computer, a laptop computer, tablet computer, mobile phone, andthe like. For credentialing in one embodiment, during use, an operator(e.g., a crew member) can log into the application with the samecredentials as used for initialization of the onboard segment of avehicle control system, which in this example is an onboard segment ofthe interoperable electronic train management system, or I-ETMS that iscommercially available from Wabtec Corporation. The crew member canperform initialization of the data for an upcoming trip using theweb-based application. This may be accomplished by selecting groups ofroutes that the vehicle system may travel on (e.g., selecting operatingrailroads), establishing identifiers for the vehicle system for each ofthese groups (e.g., train IDs for each railroad), and reviewing vehiclesystem information (e.g., train consist information), such as the numberand/or arrangement of propulsion-generating vehicles and/ornon-propulsion-generating vehicles in the vehicle system, the cargobeing carried by the vehicle system, etc. Additionally, the operator canenter an identifier of the vehicle in the vehicle system that will becontrolling movements of other vehicles in the vehicle system (e.g., thelocomotive ID of the controlling locomotive).

The application or device running the application can be assigned anetwork address, such as an edge message protocol (EMP) address, and isable to communicate with one or more off-board systems associated withthe different groups of routes. These off-board systems can be theback-office segments (BOS) or servers of a PTC system. Each off-boardsystem can be responsible for communicating signals to the vehiclesystems traveling within the group of routes associated with thatoff-board system. The application can communicate with the BOS of eachoperating group of routes via an existing network, such as the existingPTC federated network with the messages already defined in the industrystandard Office—Locomotive Segment Interface Control Document (ICD).

The initialization system can have access to a Key Exchange Server (KES)to retrieve the data keys necessary to communicate securely with theoff-board systems. The initialization system can retrieve informationfrom the off-board systems, such as lists of identifiers of the vehiclesystems in the group of routes associated with the different off-boardsystems (e.g., train ID lists), preferred and acceptable software andconfiguration file versions of each off-board system (for theapplication to communicate with the off-board systems), trainsubdivision or district lists, mandatory directive datasets, and thelike. The configuration file may include, among other items, one or moreprotocols, interface information, handshake information, cybersecuritykeys, decryption keys, checksum information, language information anddictionary files, and the like. Other optionally included data mayinclude equipment type and model, age, health and maintenanceinformation, and the like. In one embodiment, the data file may includewireless frequency and/or channel information.

The initialization system can detect disconnects in the preferred andacceptable software and configuration file versions provided by each ofthe off-board systems. For example, the initialization system candetermine whether the software used by a vehicle system to communicatewith an off-board system is compatible and able to communicate with theoff-board system. The initialization system can provide a notificationto the operator of the vehicle system and/or a system administrator ofthe off-board system who may be able to resolve the software conflictbefore the conflict would affect the schedule of the vehicle system. Forexample, the software can be updated to a newer version, reverted to anolder version, or another software application can be downloaded to thevehicle system before the vehicle system departs or while the vehiclesystem has network access to obtain the software change.

The initialization system can present mandatory directives to theoperator of the vehicle system for review and acknowledgement oracceptance, before the operator boards the vehicle system. Theinitialization system can convey the crew action (e.g., acknowledgementor acceptance of the directive) back to the off-board system that issuedthe mandatory directive.

The initialization system can create a data file that containsinformation provided by the operator or crew of the vehicle system andretrieved from the off-board systems. This data file can include theidentifier of the controlling vehicle in the vehicle system, credentialsof the operator (e.g., a login/password combination), preferred and/oracceptable software and configuration file versions, a list of thegroups of routes that the vehicle system will travel through, clearancenumbers, identifiers of other vehicle systems within the groups ofroutes that the vehicle system will travel through, subdivision ordistrict lists, mandatory directive datasets, route data files (e.g.,track data files), and the like. A unique identifier can be created forthis data file by the initialization system and provided to the crewmember to enable later retrieval of the data file (e.g., from onboardthe vehicle system). The unique identifier is termed as such for sake ofeasy reference, but there is no requirement that the identifier actuallybe unique—rather, the term ‘unique identifier’ refers to a labelingsystem that allows for one or more controlling and management systems toavoid conflicting or confusing label systems for an asset or assets. Asused herein, the unique identifier is a digital tag that refers to(during a determined period) an asset or set of assets. This asset, orassets, may need to be referred to across multiple systems withoutuncertainty as to which asset, or assets, is being identified. The datafile can be transferred to a server, such as a mobile device manager(MDM) server. If the vehicle identifier (e.g., of the controllingvehicle) is included in the data file, the server can push or otherwisesend the data file to the onboard segment of the vehicle system forstorage in a memory (e.g., an MDM repository). If the identifier is notincluded in the data file, the data file can remain on the server untilthe file is pulled or otherwise requested by the onboard segment of thevehicle system as part of the onboard initialization process. Thetransfer (push or pull) of a single data file can be much faster andmore efficient than querying for each individual piece of data from theoff-board systems over wireless networks.

Once an operator is on board the vehicle system, the operator can begininitialization of the onboard segment of the control system. Theinitialization system can present the operator with a choice to eithercontinue with initialization as is currently performed or enter theidentifier of the data file. If the operator enters the data fileidentifier, the onboard segment can obtain (e.g., download) the datafile from the server if the data file has not already been downloaded.Then, the onboard segment can proceed through initialization using theinformation in the data file instead of the operator being prompted formanual data entry or sending queries for the information to theoff-board systems.

The operator can be prompted by the initialization system to review thevehicle system information again once the operator is on board thevehicle system, as there may be changes to train consist that may or maynot be reflected in the information available from the off-board systemsor other off-board sources of information. The crew may be unaware ofsuch changes until the crew is on board or at the vehicle system.

When initialization is complete, the onboard segment can poll theoff-board systems to determine which mandatory directives should beonboard the vehicle system. This can be performed to detect anydeviations from the set of mandatory directives in the data file fromthe initialization system. The crew on the vehicle system can beprompted by the initialization system to review, acknowledge, or acceptchanges in the mandatory directives. These directives can be used toautomatically change or otherwise control movement of the vehiclesystem. For example, a mandatory directive in the data file that iscreated or modified can be used by the onboard controller of the vehiclesystem to slow the speed of the vehicle system, increase the speed ofthe vehicle system, change a direction of the vehicle system (e.g., bymoving from one route, track, or road to another route, track, or roadbased on the information contained within the mandatory directive.

FIG. 1 illustrates one example of an initialization system 100 accordingto an embodiment of the invention. The initialization system includes anoff-board computer device 102, such as a personal desktop computer, alaptop computer, a mobile phone, a tablet computer, or the like. Theoff-board computer device includes a communication device 104 thatallows the off-board computer device to communicate with other devicesand systems as described herein via wired and/or wireless connections.This communication device can represent transceiving hardware, such asone or more modems, antennas, transceivers, or the like. The off-boardcomputer device includes one or more processors 106 that representmicroprocessors, integrated circuits, field programmable gate arrays, orthe like, that perform the operations described herein in connectionwith the processors. A memory 108 of the off-board computer devicerepresents a tangible and non-transitory computer readable medium, suchas a computer hard drive, a removable computer memory, or the like. Thememory can store instructions that direct operation of the processorsaccording to the operations described and/or shown in flowcharts herein.

The off-board computer device can receive trip data for an upcoming tripof a vehicle system 110. The trip data can be received from one or moredifferent sources 116 (e.g., Data Source #1 116A, Data Source #2 116B,and Data Source #3 116C), such as input provided by an operator, from adispatch system that orders different vehicle systems to depart fromvarious locations, from a scheduling system that sets schedules for thevehicle systems to travel, etc. The off-board computer device caninclude an input and/or output device 114 (I/O Device in FIG. 1) thatrepresents a touchscreen, keyboard, electronic display other than atouchscreen, speaker, light, or the like). The input and/or outputdevice can be used to provide trip data to the off-board computer deviceas well.

The trip data can include an identification of which routes (or sets ofroutes) that the vehicle system is planned to travel within during theupcoming trip or travels. For example, the trip data can identify theplanned routes on which the vehicle system will travel from one locationto another location. The trip data can include one or more identifiersof the vehicle system. Different identifiers can be used for the samevehicle system. For example, a different, unique identifier can be usedto identify the vehicle system for each of several different back-officesystems. The different back-office systems may each use a differentidentifier of the vehicle system to identify the vehicle system duringtravel of the vehicle system within the regions associated with therespective back-office systems (described below).

The trip data can include one or more identifiers of a vehicle in thevehicle system. One vehicle may control the operation of other vehicleswithin the vehicle system based on or using the mandatory directives inthe data file that is created or modified. For example, a controllingvehicle can issue commands to other vehicles within the vehicle systemto control braking of those other vehicles, to control throttle settingsof the other vehicles (where the other vehicles are capable ofgenerating propulsion), and the like. The controlling vehicle may be thevehicle that is to communicate with other vehicle systems, theback-office systems, and the like. A single unique identifier of thecontrolling vehicle may be included in the trip data, or multiple uniqueidentifiers of the controlling vehicle may be included in the trip data.For example, different identifiers of the controlling vehicle may beprovided for the different back-office systems.

The vehicle system may be a single or multi-vehicle system that travelsalong routes between various locations. In one embodiment, the vehiclesystem is a rail vehicle system (e.g., a train, transit rail vehiclesystem, or the like), but not all embodiments described herein arelimited to rail vehicles. For example, the vehicle system can representone or more automobiles, buses, mining vehicles, marine vessels,agricultural vehicles, other off-highway vehicles, and aircraft. Withrespect to multi-vehicle systems, the vehicles in the vehicle system maybe mechanically connected by couplers in one embodiment, but in otherembodiments may be mechanically disconnected from each other butcommunicate with each other such that the separate vehicles traveltogether as a vehicle system (e.g., as a convoy, consist, platoon,swarm, fleet, or virtually coupled grouping).

The trip data includes information related to travel of the vehiclesystem within different sets of routes, where the travel of the vehiclesystem within each of the different sets of the routes is restricted orcontrolled by a different back-office system 112 (e.g., BOS #1 112A, BOS#2 112B, and BOS #3 112C in FIG. 1). The back-office systems may bereferred to as off-board systems. In one embodiment, the back-officesystems are back-office systems of a PTC system.

With continued reference to the initialization system shown in FIG. 1,FIG. 2 illustrates a network 200 of routes 202. The routes areinterconnected with each other such that vehicle systems can travelalong different combinations of the routes between different locations.Different groups of the routes (and/or different segments of the routes)may be associated with different back-office systems. For example, theroutes located within a first area or region 204 may be associated witha first back-office system, the routes located within a second area orregion 206 may be associated with a different, second back-officesystem, the routes located within a third area or region 208 may beassociated with a third back-office system, and so on.

Each of the back-office systems can monitor the routes within the areaor region associated with (e.g., assigned to) the back-office system todetermine where vehicle systems are located on the routes, wheremaintenance crews are working on the routes, where routes are damaged,or where there are other reasons or prohibitions for preventing vehiclesfrom entering into certain route segments or traveling faster than adesignated speed limit on the route segments. The back-office systemscan issue the mandatory directives to the onboard segments of thevehicle control systems to notify the vehicle systems traveling withinthe areas or regions of the back-office systems of the vehicle systemlocations, maintenance locations, damage locations, etc. The onboardsegments on the vehicle systems can examine the directives prior toentering the area or section associated with a back-office system toensure that the onboard segments can operate to automatically preventthe vehicle systems from entering into a route segment that the vehiclesystems are not permitted, from moving faster than a designate speedlimit, or the like.

Returning to the description of the initialization system shown in FIG.1, the off-board computer device can communicate the trip data to thedifferent back-office systems. The off-board computer device cancommunicate the trip data to the back-office systems associated with theroutes in which the vehicle system is scheduled or planning to travel.

In response to sending the trip data from the off-board computer deviceto the back-office systems, one or more of these back-office systemsthat received the trip data may respond with the mandatory directives ofthe regions associated with the back-office systems.

The off-board computer device can present the mandatory directives to anoperator. For example, the off-board computer device can present awebsite or another interface that provides the mandatory directives tothe operator using the off-board computer device. The operator canscroll through or otherwise review the mandatory directives. Theoff-board computer device can receive operator input via the inputand/or output device indicating whether the operator has reviewed andacknowledges or accepts the mandatory directive for each of themandatory directives. This can ensure that the operator is aware of themandatory directives before boarding the vehicle system. This can speedup departures and/or avoid delaying departures by waiting until theoperator is on board the vehicle system to review the mandatorydirectives. Responsive to the operator acknowledging and/or acceptingthe mandatory directives via the off-board computer device, theoff-board computer device can wirelessly communicate an acceptancesignal to the back-office systems that issued the mandatory directives.This can notify the back-office systems that the operator is aware ofthe mandatory directives.

Additionally or alternatively, one or more of the back-office systemsmay communicate software requirements back to the off-board computerdevice. The software requirements may identify one or more softwareapplications, software configurations or configuration file versions,and/or software versions that are required for communication between thevehicle system and the back-office systems. Different back-officesystems may use different software applications, configurations ofsoftware (e.g., port numbers, network addresses, permissions, etc.),and/or software versions for wirelessly communicating with the vehiclesystems. The back-office systems can communicate these requirements tothe off-board computer device.

The off-board computer device can compare the software requirements ofthe back-office systems with corresponding software information of thevehicle system. The off-board computer device can store the currentsoftware applications, current software versions, and/or currentsoftware configurations used by the vehicle system (e.g., in thememory). The off-board computer device can compare the current softwareinformation of the vehicle system with the software requirements of theback-office systems to determine whether there are any conflicts. Aconflict can occur when the vehicle system does not have a softwareapplication required for communicating with a back-office systemassociated with a region through which the vehicle system is planned totravel. A conflict can occur when the vehicle system has a different(e.g., older or newer) version of a software application that theversion required for communicating with the back-office system. Aconflict can occur when the settings of the software onboard the vehiclesystem do not match the software settings required by the off-boardsystem(s).

If a conflict is identified, the off-board computer device can generatean operator notification of the conflict. For example, an alphanumericmessage may be displayed, a sound may be played, a light may beactivated, etc., on the input and/or output device. The operator canthen take needed steps to change the configuration of the software usedby the onboard controller of the vehicle system to communicate with oneor more of the back-office systems. For example, the operator can directthe onboard controller to download a new software application, updatethe version of a software application to a newer version, revert theversion of the software application to a prior version, change one ormore settings of the software application, etc. Optionally, theoff-board computer device can change the configuration of the software.For example, the off-board computer device can download a softwareapplication, download an update to the software application, direct areversion to a prior software version, direct a change in softwaresettings, or the like.

The software application, version, update, reversion, or change can beincluded in an initialization data set (described below) that iscommunicated to the onboard controller of the vehicle system.Alternatively, the off-board device can include instructions fordownloading the software application, other software version, change

WAB/P/18006/US/UTL2 (552-1449US1) in settings, or the like, in theinitialization data set. The onboard controller can then obtain thedifferent software application, obtain the other application version,and/or change the software settings based on receipt of thisinitialization data set. Ensuring that the onboard controller has thecorrect software configuration prior to the operator boarding thevehicle system can speed up departures and/or avoid late departures. Anyconflicts involving the software configuration requirements can berectified earlier in the process to avoid delays involving downloadingor modifying the software at or just prior to departure.

The off-board computer device can create the initialization data setthat includes some or all of this information. For example, theoff-board computer device can compile (e.g., collect and/or compose datafrom different sources and combine into a data file) the trip data,mandatory directives, software configuration requirements, etc., into asingle data file 118 or multiple files 118. This initialization data setis created to be used by an onboard controller of the vehicle system tocontrol movement of the vehicle system in the different sets of theroutes.

The initialization data set may be a single data file. This can ensurethat the data and information needed to initialize the onboardcontroller for a trip is sent and received in a single file, and that noinformation outside of the file is missed or not received by the onboardcontroller.

The off-board computer device can include a unique file identifier inthe data file. This identifier can be used to later retrieve the datafile from onboard the vehicle system. For example, an operator onboardthe vehicle system may be required to input the identifier into theonboard controller before the onboard controller uses contents of thedata file to prepare for departure.

In one embodiment, the initialization data file is not directly sent tothe onboard controller of the vehicle system from the off-board computerdevice. Instead, the off-board computer device can upload the data fileto one or more servers 120 via one or more networks. The initializationdata file(s) can then be pushed (e.g., automatically sent) or pulled(e.g., sent responsive to receiving a request) from the server to theonboard controller.

Once onboard the vehicle system, the operator or another operator canexamine the information contained in the initialization data file(s).FIG. 3 illustrates one example of a vehicle 300 that may be included inthe vehicle system 110 shown in FIG. 1. The vehicle shown in FIG. 3 maybe the controlling vehicle of the vehicle system. Alternatively, thevehicle shown in FIG. 3 may be another vehicle in the vehicle system.The vehicle includes the onboard controller 302 described above, whichcan represent one or more processors that perform operations describedin connection with the onboard controller. The vehicle includes one ormore input and/or output devices 304 (I/O Device(s) 304 in FIG. 3),which can represent touchscreens, other electronic displays, keyboards,switches, lights, etc. The onboard controller can present contents ofthe initialization data file to the operator via the input and/or outputdevice onboard the vehicle. The initialization data file can be storedin a memory 306, such as a tangible and non-transitory computer readablemedium, as described above.

The operator can review the information contained in the initializationdata file and provide input via the input and/or output device of thevehicle. For example, the operator can approve or acknowledgeinformation in the file, modify information in the file, or the like.The operator can provide information to modify the contents of theinitialization data file prior to departure, and the onboard controllercan then modify the data accordingly. For example, the consistinformation regarding the vehicle system in the initialization data filemay have changed since the file was created and is no longer accurate.One or more vehicles may have been added to or removed from the vehiclesystem, the cargo type and/or amount may have changed, the time ofdeparture may have been modified, the route(s) to be traveled may havechanged, and so on.

The vehicle can include a communication device 308 that can communicatewith off-board devices. For example, the communication device caninclude antennas, modems, transceiving circuitry, etc. The onboardcontroller can use the communication device 308 to send polling signalsto one or more of the back-office systems. These polling signals canrequest an identification of mandatory directives that should beincluded in the initialization data set 118. The onboard controller cansend these polling signals to ensure that the mandatory directives inthe initialization data set are current and accurate.

The onboard controller can receive the current mandatory directives fromthe back-office systems and compare these received mandatory directiveswith the mandatory directives in the initialization data set. Theonboard controller can make this comparison to determine whether thereare any discrepancies (e.g., differences) between the mandatorydirectives recently received from the back-office systems and themandatory directives in the initialization data set. The onboardcontroller can present the discrepancies, if any, to the operator viathe input and/or output device(s) onboard the vehicle. The operator canthen provide an acceptance of the discrepancies via the input and/oroutput device(s) to notify the onboard controller that the operator isaware of the discrepancies. The onboard controller can then use the newmandatory directives, if any, to control movement of the vehicle system.

For example, during movement of the vehicle system, the onboardcontroller can operate as the onboard segment of the vehicle controlsystem (e.g., the PTC system). If the onboard controller determines thatthe vehicle is moving in violation of a mandatory directive or is movingtoward a violation of a mandatory directive, the onboard controller canautomatically send command signals to a propulsion system 310 and/or abrake system 312 of the vehicle to change speeds, throttle settings,brake settings, or the like, and prevent the vehicle system fromviolating the mandatory directive. Optionally, the command signals canbe sent to one or more other vehicles in the vehicle system (where thevehicle system includes several vehicles). The propulsion systemrepresents one or more engines, motors, and the like, that operate togenerate propulsion for moving the vehicle along one or more routes. Thebrake system represents one or more brake that can be engaged to slow orstop movement of the vehicle system.

For example, if a mandatory directive indicates that the vehicle systemis not to enter into a route segment that the vehicle system is headedtoward, the onboard controller can engage brakes of the vehicle systemand/or reduce a throttle setting. Optionally, the onboard controller canautomatically steer the vehicle system onto another route to avoid theprohibited route segment. If a mandatory directive indicates that thevehicle system is not to travel at speeds above a speed limit, theonboard controller can engage brakes of the vehicle system and/or reducea throttle setting.

As the vehicle system moves along the routes and between regions ofdifferent back-office systems, the onboard controller can communicatewith the different back-office systems because the software requirementsof the various back-office systems have been checked and the softwareoperating onboard the vehicle system meets these requirements before thevehicle system enters any region of these back-office systems. This canensure that the vehicle system is not prevented from entering anupcoming region where the software operating onboard the vehicle systemdoes not match the requirements of the upcoming region. The onboardcontroller can provide the back-office system of the upcoming regionwith the identifier(s) of the vehicle system to identify the vehiclesystem (and/or the controlling vehicle) to the back-office system.Having this information onboard the vehicle system and verified beforedeparture can greatly speed up transitions of the vehicle system betweenregions.

FIGS. 4A and 4B illustrate a flowchart of one example of a method 400for initializing data for a trip of a vehicle system and controllingmovement of the vehicle system using the initialization data. The methodcan represent operations performed by the off-board computer device andthe onboard controller. Optionally, only part of the method can beperformed (e.g., only by the off-board computer or only by the onboardcontroller).

At step 402, trip data is received. The trip data can be received at theoff-board computer from different sources. For example, an operator,dispatch, or the like, may input information on the characteristics ofthe vehicles in the vehicle system, cargo carried by the vehicle system,the schedule of the vehicle system, the number of vehicles in thevehicle system, the arrangement of vehicles in the vehicle system, andthe like. The trip data can be received and presented on the off-boardcomputer via a website or web-based application for easier review by theoperator (relative to reviewing the data on a smaller screen orinterface other than a website). At step 404, the trip data iscommunicated from the off-board computer device to one or moreback-office systems. The trip data can be communicated to theback-office systems associated with the areas where the vehicle systemwill be traveling through to notify the back-office systems that thevehicle system will be traveling through the routes in those areas.

At step 406, one or more mandatory directives are received by theoff-board computer device. The mandatory directives can be sent from theback-office systems associated with the routes along, through, or overwhich the vehicle system is planning to travel. The back-office systemsmay send the mandatory directives responsive to receiving the trip datafrom the off-board computer. For example, the back-office systems mayreceive the trip data having the identifier(s) of the vehicle system andthe routes that the vehicle system will be traveling along, and canrespond to this information by sending the current mandatory directivesfor the routes. Optionally, the back-office systems can send softwareconfiguration requirements to the off-board computer. The back-officesystems can send these requirements so that the vehicle system is aware(via the initialization data built by the off-board computer) of thesoftware applications, versions, and/or settings needed to communicatewith the back-office systems.

At step 408, a determination is made as to whether a modification isneeded to the software configuration of the vehicle system. For example,the off-board computer device may store information (e.g., the memory ofthe off-board computer device) about the current software applications,versions, and/or settings used by the onboard controller and/or theonboard communication device of the vehicle system to communicate withback-office systems during movement of the vehicle system. The off-boardcomputer can compare this information with the software configurationrequirements received from the back-office systems to determine whetherany changes are needed. If the off-board computer determines that thesoftware applications, versions, and/or settings of the onboardcontroller and/or onboard communication device do not match the softwareconfiguration requirements of any of the back-office systems, then theoff-board computer determines that a change to the softwareapplications, versions, and/or settings of the onboard controller and/oronboard communication device may need to occur. As a result, flow of themethod can proceed toward step 410. Otherwise, the softwareapplications, versions, and/or settings of the onboard controller and/oronboard communication device may not need to be modified to allow forcommunication with the different software applications, versions, and/orsettings of the different back-office systems. For example, thedifferent software applications required by the different back-officesystems may all be already on the memory of the vehicle system for useby the onboard controller and/or onboard communication device (e.g.,308) such that no new applications, updates, reversions, or changes tothe software are needed.

At step 410, the software of the onboard controller and/or onboardcommunication device is modified or directed to be modified. Theoff-board computer device can include instructions in the initializationdata set that direct the onboard controller and/or onboard communicationdevice to download another software application, upgrade a version of asoftware application, revert the version of a software application to aprior version, change the settings of a software application, or thelike. Optionally, the off-board computer device can download thesoftware application, the upgrade to the software application, or theprior version of the software application, and include this downloadeddata in the initialization data set. Alternatively, the off-boardcomputer device can send a signal to the onboard controller and/or theonboard communication device (e.g., indirectly via the server ordirectly) directing the onboard controller and/or onboard communicationdevice to download another software application, upgrade a version of asoftware application, revert the version of a software application to aprior version, change the settings of a software application, or thelike.

At step 412, the mandatory directives of the back-office systems arepresented for review by the operator. The off-board computer device cangenerate a website or other interface having a list, table, or the like,showing multiple mandatory directives at the same time. The operator ofthe off-board computer device can then select the mandatory directivesfor individual review or can review multiple mandatory directives at thesame time.

The operator can then provide input to the off-board computer device foreach of the mandatory directives or for multiple (or all of the)mandatory directives that indicates whether the operator has reviewedand understood the mandatory directives. Receipt of this input canindicate the acknowledgement or acceptance of each of the mandatorydirectives by the operator. At step 414, a determination is made as towhether the operator has provided this acknowledgement or acceptance ofall the mandatory directives presented by the off-board computer device.The off-board computer device can determine whether the operatorprovided input indicating acceptance or acknowledgement of each of themandatory directives. If this input is not received for any of themandatory directives, then the absence of this input can indicate thatthe operator has not reviewed or understood the mandatory directive. Asa result, flow of the method can return toward step 412 so that theoff-board computer device can present (to the operator) any mandatorydirectives that have not been accepted or acknowledged by the operator.If the input indicating acceptance or acknowledgement has been received,then flow of the method can proceed toward step 416.

At step 416, the acceptance or acknowledgment of the mandatorydirectives are communicated to the back-office systems. The off-boardcomputer device can send one or more signals to the back-office systemsindicating that the operator has accepted or acknowledged the mandatorydirective(s) issued by the respective back-office system(s).

At step 418, an initialization data set is created. The off-boardcomputer device can combine the trip data, mandatory directives,software configuration settings, and the like, into a single data fileas the initialization data set. Alternatively, multiple files may becreated having different portions of this information. At step 420, theinitialization data set is communicated to the vehicle system. Forexample, the file can be communicated to a server off-board the vehiclesystem and separate from the off-board computer device. The vehiclesystem may then pull the file off the server or the file may be pushedto the vehicle system from the server. Alternatively, the off-boardcomputer device can send the file directly to the vehicle system.

At step 422 (shown in FIG. 4B), the initialization data is presented tothe operator onboard the vehicle system. This may be the same ordifferent operator than the operator described above in connection withoperational steps 402 through 420. The onboard controller can direct adisplay device onboard the vehicle system to present at least some ofthe initialization data to the operator.

At step 424, a determination may be made as to whether any of theinitialization data is modified (or has been corrupted). For example,the operator may determine that the information about the vehicle systemhas changed due to one or more vehicles being added to or removed fromthe vehicle system, the cargo being carried by the vehicle systemchanging, the schedule of the vehicle system changing, or the like,since the initialization data set was created. If the operator hasprovided input to change the initialization data, then flow of themethod can proceed toward step 432 where the initialization data ischanged accordingly. Otherwise, flow of the method can proceed towardstep 426.

At step 426, the back-office systems are polled for mandatorydirectives. The onboard controller can communicate signals to theback-office systems to determine whether any new mandatory directiveshave issued or any prior mandatory directives have been modified orcanceled since the mandatory directives previously were sent from theback-office systems. In response, one or more of the back-office systemsmay send new or updated mandatory directives, or an indication that amandatory directive has been canceled or has expired.

At step 428, a determination is made as to whether any of the new,updated, or canceled mandatory directives received in response to thepolling at step 426 conflict with any of the mandatory directivesreceived at step 406. For example, the onboard controller can determinewhether two or more mandatory directives received at step 406 and inresponse to step 426 are for the same segment of a route but areinconsistent with each other. If there are inconsistent or conflictingmandatory directives, then flow of the method can proceed toward step430. Otherwise, flow of the method can proceed toward step 434.

At step 430, acceptance or acknowledgement of discrepancies between themandatory directives identified at step 428 is obtained. The onboardcontroller can present the operator with the differences between themandatory directives and the operator can provide input indicating thatthe operator is aware of the differences.

At step 434, movement of the vehicle system is controlled using theinitialization data. For example, the vehicle system may move along theroutes according to the schedule of the initialization data, an onboardsegment of a vehicle control system can prevent the vehicle system fromviolating the mandatory directives, etc.

In one embodiment, a method includes receiving trip data for an upcomingtrip of a vehicle system at an off-board device. The trip data includesinformation related to travel of the vehicle system within differentsets of routes where the travel of the vehicle system within each of thedifferent sets of the routes is restricted or controlled by a differentback-office system. The method may include communicating (using theoff-board device) the trip data to the different back-office systems,receiving one or more of mandatory directives or software configurationrequirements at the off-board device from the different back-officesystems responsive to communicating the trip data to the differentback-office systems, and communicating an initialization data set thatincludes at least some of the trip data and at least some of the one ormore of the mandatory directives or the software configurationrequirements from the off-board device to an onboard controller of thevehicle system. The initialization data set is configured to be used bythe onboard controller to control movement of the vehicle system in thedifferent sets of the routes.

Optionally, the trip data that is received includes one or more of afirst identification of which of the different sets of the routes thatthe vehicle system is planned to travel within, a unique identifier ofthe vehicle system for each of the different back-office systems, achange to consist information representative of one or morecharacteristics of the vehicle system, or a second identifier of avehicle within the vehicle system that controls the movement of thevehicle system. The one or more mandatory directives received from thedifferent back-office systems may include one or more segments of theroutes having at least one of a reduced speed limit, a maintenance crewworking on the one or more segments of the routes, another vehiclesystem present on the one or more segments of the routes, or aprohibition on the vehicle system entering into the one or more segmentsof the routes. The software configuration requirements received from thedifferent back-office systems may include one or more different softwareversions or different configuration file versions required forcommunication by the vehicle control system with the differentback-office systems. One or more of the software configurationrequirements may be received at the off-board device from the differentback-office systems. The method can include determining whether asoftware configuration of software used by the onboard controller tocontrol the movement of the vehicle system according to one or more ofthe mandatory directives conflicts with the one or more softwareconfiguration requirements that were received, and one or more of (a)generating an operator notification of a conflict between the softwareconfiguration of the software used by the onboard controller and the oneor more software configuration requirements or (b) changing the softwareconfiguration of the software used by the onboard controller to matchthe one or more software configuration requirements.

One or more of the mandatory directives may be received at the off-boarddevice from the different back-office systems. The method can includereceiving one or more of an operator acknowledgement or an operatoracceptance of each of the one or more mandatory directives at theoff-board device, and communicating an acceptance signal to one or moreof the back-office systems that issued the one or more mandatorydirectives responsive to receiving the one or more of the operatoracknowledgement or the operator acceptance. The initialization data setmay be a single data file (even where the data file is communicated asseveral different and/or separate data packets).

Optionally, the initialization data set may include a unique identifierrequired by the onboard controller to be provided by an operator toinitialize the onboard controller prior to departure for the upcomingtrip. The method may include presenting, by the onboard controlleronboard the vehicle system, contents of the initialization data set forapproval by an operator, receiving one or more modifications to thecontents of the initialization data set, and modifying the contents ofthe initialization data set prior to departure of the vehicle system forthe upcoming trip. The method may include communicating (with theonboard controller) a polling signal to one or more of the back-officesystems. The polling signal can request an identification of themandatory directives that should be included in the initialization dataset. The method can include receiving, with the onboard controllerresponsive to communicating the polling signal, a discrepancy betweenthe identification of the mandatory directives that should be includedin the initialization data set and the mandatory directives that areincluded in the initialization data set, and receiving an operatoracceptance of the discrepancy at the onboard controller prior todeparture of the vehicle system for the upcoming trip.

In one embodiment, a system includes an off-board computer device thatmay receive trip data for an upcoming trip of a vehicle system while theoff-board computer device is off-board the vehicle system. The trip dataincludes information related to travel of the vehicle system withindifferent sets of routes where the travel of the vehicle system withinone or more of the different sets of the routes is restricted orcontrolled by a different back-office system. The off-board computerdevice may communicate the trip data to the different back-officesystems and may receive one or more of mandatory directives or softwareconfiguration requirements from the different back-office systemsresponsive to communicating the trip data to the different back-officesystems. The off-board computer device may communicate an initializationdata set that includes at least some of the trip data and at least someof the one or more of the mandatory directives or the softwareconfiguration requirements to an onboard controller of the vehiclesystem. The initialization data set may be used by the onboardcontroller to control movement of the vehicle system in the differentsets of the routes.

Optionally, the trip data that is received includes one or more of afirst identification of which of the different sets of the routes thatthe vehicle system is planned to travel within, a unique identifier ofthe vehicle system for each of the different back-office systems, achange to consist information representative of one or morecharacteristics of the vehicle system, or a second identifier of avehicle within the vehicle system that controls the movement of thevehicle system. The one or more mandatory directives received from thedifferent back-office systems may include one or more segments of theroutes having at least one of a reduced speed limit, a maintenance crewworking on the one or more segments of the routes, another vehiclesystem present on the one or more segments of the routes, or aprohibition on the vehicle system entering into the one or more segmentsof the routes. The software configuration requirements may include oneor more different software versions or different configuration fileversions required for communication by the vehicle control system withthe different back-office systems.

The off-board computer device may determine whether a softwareconfiguration of software used by the onboard controller to control themovement of the vehicle system according to one or more of the mandatorydirectives conflicts with the one or more software configurationrequirements that were received. The off-board computer device can beconfigured to one or more of (a) generate an operator notification of aconflict between the software configuration of the software used by theonboard controller and the one or more software configurationrequirements or (b) change the software configuration of the softwareused by the onboard controller to match the one or more softwareconfiguration requirements. The off-board computer device may beconfigured to receive one or more of an operator acknowledgement or anoperator acceptance of each of the one or more mandatory directives atthe off-board device. The off-board computer device is configured tocommunicate an acceptance signal to one or more of the back-officesystems that issued the one or more mandatory directives responsive toreceiving the one or more of the operator acknowledgement or theoperator acceptance.

In one embodiment, a method includes receiving trip data for an upcomingtrip of a vehicle system at an off-board device. The trip data includesinformation related to travel of the vehicle system within differentsets of routes where the travel of the vehicle system within each of thedifferent sets of the routes is restricted or controlled by a differentback-office system. The method includes communicating, using theoff-board the device, the trip data to the different back-office systemsand receiving mandatory directives and software configurationrequirements at the off-board device from the different back-officesystems responsive to communicating the trip data to the differentback-office systems. At least two of the different back-office systemshave different software configuration requirements of the softwareconfiguration requirements. The method includes communicating aninitialization data set that includes at least some of the trip data,the mandatory directives, and the software configuration requirementsfrom the off-board device to an onboard controller of the vehiclesystem. The initialization data set is configured to be used by theonboard controller to control movement of the vehicle system in thedifferent sets of the routes.

Optionally, the software configuration requirements received from thedifferent back-office systems may include one or more different softwareversions or different configuration file versions required forcommunication by the vehicle control system with the differentback-office systems. The method may include determining whether asoftware configuration of software used by the onboard controller tocontrol the movement of the vehicle system according to one or more ofthe mandatory directives conflicts with one or more of the softwareconfiguration requirements that were received, and one or more of (a)generating an operator notification of a conflict between the softwareconfiguration of the software used by the onboard controller and the oneor more software configuration requirements or (b) changing the softwareconfiguration of the software used by the onboard controller to matchthe one or more software configuration requirements. The initializationdata set may include a unique identifier required by the onboardcontroller to be provided by an operator to initialize the onboardcontroller prior to departure for the upcoming trip.

As used herein, the terms “processor” and “computer,” and related terms,e.g., “processing device,” “computing device,” and “controller” may benot limited to just those integrated circuits referred to in the art asa computer, but refer to a microcontroller, a microcomputer, aprogrammable logic controller (PLC), field programmable gate array, andapplication specific integrated circuit, and other programmablecircuits. Suitable memory may include, for example, a computer-readablemedium. A computer-readable medium may be, for example, a random-accessmemory (RAM), a computer-readable non-volatile medium, such as a flashmemory. The term “non-transitory computer-readable media” represents atangible computer-based device implemented for short-term and long-termstorage of information, such as, computer-readable instructions, datastructures, program modules and sub-modules, or other data in anydevice. Therefore, the methods described herein may be encoded asexecutable instructions embodied in a tangible, non-transitory,computer-readable medium, including, without limitation, a storagedevice and/or a memory device. Such instructions, when executed by aprocessor, cause the processor to perform at least a portion of themethods described herein. As such, the term includes tangible,computer-readable media, including, without limitation, non-transitorycomputer storage devices, including without limitation, volatile andnon-volatile media, and removable and non-removable media such asfirmware, physical and virtual storage, CD-ROMS, DVDs, and other digitalsources, such as a network or the Internet.

The singular forms “a”, “an”, and “the” include plural references unlessthe context clearly dictates otherwise. “Optional” or “optionally” meansthat the subsequently described event or circumstance may or may notoccur, and that the description may include instances where the eventoccurs and instances where it does not. Approximating language, as usedherein throughout the specification and claims, may be applied to modifyany quantitative representation that could permissibly vary withoutresulting in a change in the basic function to which it may be related.Accordingly, a value modified by a term or terms, such as “about,”“substantially,” and “approximately,” may be not to be limited to theprecise value specified. In at least some instances, the approximatinglanguage may correspond to the precision of an instrument for measuringthe value. Here and throughout the specification and claims, rangelimitations may be combined and/or interchanged, such ranges may beidentified and include all the sub-ranges contained therein unlesscontext or language indicates otherwise.

This written description uses examples to disclose the embodiments,including the best mode, and to enable a person of ordinary skill in theart to practice the embodiments, including making and using any devicesor systems and performing any incorporated methods. The claims definethe patentable scope of the disclosure, and include other examples thatoccur to those of ordinary skill in the art. Such other examples areintended to be within the scope of the claims if they have structuralelements that do not differ from the literal language of the claims, orif they include equivalent structural elements with insubstantialdifferences from the literal language of the claims.

What is claimed is:
 1. A method comprising: receiving trip data for anupcoming trip of a vehicle system at an off-board device, the trip dataincluding information related to travel of the vehicle system withindifferent sets of routes where the travel of the vehicle system withineach of the different sets of the routes is restricted or controlled bya different back-office system; communicating, using the off-boarddevice, at least the trip data to the different back-office systems;receiving one or both of mandatory directives and software configurationrequirements at the off-board device from the different back-officesystems responsive to communicating the trip data to the differentback-office systems; and communicating an initialization data set thatincludes at least some of the trip data and at least some of the one orboth of the mandatory directives and the software configurationrequirements from the off-board device to an onboard controller of thevehicle system, the initialization data set being configured to be usedby the onboard controller to control movement of the vehicle system inthe different sets of the routes.
 2. The method of claim 1, wherein thetrip data that is received includes one or more of a firstidentification of which of the different sets of the routes that thevehicle system is planned to travel within, a unique identifier of thevehicle system for each of the different back-office systems, a changeto consist information representative of one or more characteristics ofthe vehicle system, or a second identifier of a vehicle within thevehicle system that controls the movement of the vehicle system.
 3. Themethod of claim 1, wherein the one or more mandatory directives receivedfrom the different back-office systems include one or more segments ofthe routes having at least one of a reduced speed limit, a maintenancecrew working on the one or more segments of the routes, another vehiclesystem present on the one or more segments of the routes, or aprohibition on the vehicle system entering into the one or more segmentsof the routes.
 4. The method of claim 1, wherein the softwareconfiguration requirements received from the different back-officesystems include one or more different software versions or differentconfiguration file versions required for communication by the vehiclecontrol system with the different back-office systems.
 5. The method ofclaim 1, wherein one or more of the software configuration requirementsare received at the off-board device from the different back-officesystems, and further comprising: determining whether a softwareconfiguration of software used by the onboard controller to control themovement of the vehicle system according to one or more of the mandatorydirectives conflicts with the one or more software configurationrequirements that were received; and one or more of (a) generating anoperator notification of a conflict between the software configurationof the software used by the onboard controller and the one or moresoftware configuration requirements or (b) changing the softwareconfiguration of the software used by the onboard controller to matchthe one or more software configuration requirements.
 6. The method ofclaim 1, wherein one or more of the mandatory directives are received atthe off-board device from the different back-office systems, and furthercomprising: receiving one or more of an operator acknowledgement or anoperator acceptance of each of the one or more mandatory directives atthe off-board device; and communicating an acceptance signal to one ormore of the back-office systems that issued the one or more mandatorydirectives responsive to receiving the one or more of the operatoracknowledgement or the operator acceptance.
 7. The method of claim 1,wherein the initialization data set is a single data file or single filecontainer.
 8. The method of claim 1, wherein the initialization data setincludes a unique identifier required by the onboard controller to beprovided by an operator to initialize the onboard controller prior todeparture for the upcoming trip.
 9. The method of claim 1, furthercomprising: presenting, by the onboard controller onboard the vehiclesystem, contents of the initialization data set for approval by anoperator; receiving one or more modifications to the contents of theinitialization data set; and modifying the contents of theinitialization data set prior to departure of the vehicle system for theupcoming trip.
 10. The method of claim 1, further comprising:communicating, with the onboard controller, a polling signal to one ormore of the back-office systems, the polling signal requesting anidentification of the mandatory directives that should be included inthe initialization data set; receiving, with the onboard controllerresponsive to communicating the polling signal, a discrepancy betweenthe identification of the mandatory directives that should be includedin the initialization data set and the mandatory directives that areincluded in the initialization data set; and receiving an operatoracceptance of the discrepancy at the onboard controller prior todeparture of the vehicle system for the upcoming trip.
 11. A systemcomprising: an off-board computer device configured to receive trip datafor an upcoming trip of a vehicle system while the off-board computerdevice is off-board the vehicle system, the trip data includinginformation related to travel of the vehicle system within differentsets of routes where the travel of the vehicle system within each of thedifferent sets of the routes is restricted or controlled by a differentback-office system, the off-board computer device configured to directcommunicate the trip data to the different back-office systems and toreceive one or more of mandatory directives or software configurationrequirements from the different back-office systems responsive tocommunicating the trip data to the different back-office systems, theoff-board computer device configured to communicate an initializationdata set that includes at least some of the trip data and at least someof the one or more of the mandatory directives or the softwareconfiguration requirements to an onboard controller of the vehiclesystem, the initialization data set configured to be used by the onboardcontroller to control movement of the vehicle system in the differentsets of the routes.
 12. The system of claim 11, wherein the trip datathat is received includes one or more of a first identification of whichof the different sets of the routes that the vehicle system is plannedto travel within, a unique identifier of the vehicle system for each ofthe different back-office systems, a change to consist informationrepresentative of one or more characteristics of the vehicle system, ora second identifier of a vehicle within the vehicle system that controlsthe movement of the vehicle system.
 13. The system of claim 11, whereinthe one or more mandatory directives received from the differentback-office systems include one or more segments of the routes having atleast one of a reduced speed limit, a maintenance crew working on theone or more segments of the routes, another vehicle system present onthe one or more segments of the routes, or a prohibition on the vehiclesystem entering into the one or more segments of the routes.
 14. Thesystem of claim 11, wherein the software configuration requirementsinclude one or more different software versions or differentconfiguration file versions required for communication by the vehiclecontrol system with the different back-office systems.
 15. The system ofclaim 11, wherein the off-board computer device is configured todetermine whether a software configuration of software used by theonboard controller to control the movement of the vehicle systemaccording to one or more of the mandatory directives conflicts with theone or more software configuration requirements that were received, theoff-board computer device configured to one or more of (a) generate anoperator notification of a conflict between the software configurationof the software used by the onboard controller and the one or moresoftware configuration requirements or (b) change the softwareconfiguration of the software used by the onboard controller to matchthe one or more software configuration requirements.
 16. The system ofclaim 11, wherein the off-board computer device is configured to receiveone or more of an operator acknowledgement or an operator acceptance ofeach of the one or more mandatory directives at the off-board device,the off-board computer device configured to communicate an acceptancesignal to one or more of the back-office systems that issued the one ormore mandatory directives responsive to receiving the one or more of theoperator acknowledgement or the operator acceptance.
 17. A methodcomprising: receiving trip data for an upcoming trip of a vehicle systemat an off-board device, the trip data including information related totravel of the vehicle system within different sets of routes where thetravel of the vehicle system within each of the different sets of theroutes is restricted or controlled by a different back-office system;communicating, using the off-board the device, the trip data to thedifferent back-office systems; receiving mandatory directives andsoftware configuration requirements at the off-board device from thedifferent back-office systems responsive to communicating the trip datato the different back-office systems, at least two of the differentback-office systems having different software configuration requirementsof the software configuration requirements; and communicating aninitialization data set that includes at least some of the trip data,the mandatory directives, and the software configuration requirementsfrom the off-board device to an onboard controller of the vehiclesystem, the initialization data set configured to be used by the onboardcontroller to control movement of the vehicle system in the differentsets of the routes.
 18. The method of claim 17, wherein the softwareconfiguration requirements received from the different back-officesystems include one or more different software versions or differentconfiguration file versions required for communication by the vehiclecontrol system with the different back-office systems.
 19. The method ofclaim 17, further comprising: determining whether a softwareconfiguration of software used by the onboard controller to control themovement of the vehicle system according to one or more of the mandatorydirectives conflicts with one or more of the software configurationrequirements that were received; and one or more of (a) generating anoperator notification of a conflict between the software configurationof the software used by the onboard controller and the one or moresoftware configuration requirements or (b) changing the softwareconfiguration of the software used by the onboard controller to matchthe one or more software configuration requirements.
 20. The method ofclaim 17, wherein the initialization data set includes a uniqueidentifier required by the onboard controller to be provided by anoperator to initialize the onboard controller prior to departure for theupcoming trip.